All language subtitles for air.warriors.s03e01.c-17.internal.720p.web.h264-underbelly[eztv]

Narrator: BIG,

MUSCULAR,

POWERFUL.

THE C-17 PULLS ITS WEIGHT.

Man: IT'S THERE
FOR IMMEDIATE RESPONSE

TO AN EMERGENCY
ANYWHERE AROUND THE WORLD.

Narrator:
IT'S A FLYING WAREHOUSE

THAT HANDLES LIKE A FIGHTER...

Man: THE SHEER POWER
OF THE AIRCRAFT IS AMAZING.

Narrator: ...AND ELBOWS ITS WAY
INTO THE TOUGHEST BATTLES.

Man: IT WAS THE FIRST TIME

A C-17 HAD DONE AN AIRDROP
IN A COMBAT SITUATION.

Narrator: BUT BIG COMES
AT A HIGH PRICE.

Man: IT WAS A VERY COMPLEX
PROGRAM TO BEGIN WITH,

VERY CHALLENGING
TECHNOLOGICALLY.

Narrator: NOW WE BRING YOU
THE INSIDE STORY OF A PLANE

THAT BATTLED MORE THAN A DECADE
OF CONTROVERSY.

Man: MEMBERS OF CONGRESS
WERE ASKING

WAS THE AMERICAN TAXPAYER
GETTING HIS MONEY'S WORTH.

Narrator: WHEN THE AIR FORCE

WANTS TO THROW
ITS WEIGHT AROUND,

IT SENDS A C-17.

#

2007, IRAQ.

[BOOM]

FOUR YEARS
INTO THE U.S. OCCUPATION,

SECTARIAN VIOLENCE
DESTROYS A FRAGILE PEACE.

Man: A MAJOR ATTACK
THIS MORNING.

THIS WILL UNDOUBTEDLY IGNITE
FURY AMONG THE SHIA COMMUNITY,

RATCHET UP SECTARIAN TENSION.

Narrator:
PRESIDENT GEORGE W. BUSH

ANNOUNCES A DRAMATIC SHIFT
IN U.S. STRATEGY...

A MASSIVE SURGE IN TROOPS.

George W. Bush: I'VE COMMITTED

MORE THAN 20,000 ADDITIONAL
AMERICAN TROOPS TO IRAQ.

Narrator: 20,000 TROOPS MEANS
A WHOLE LOT OF INFRASTRUCTURE,

SO THE AIR FORCE BRINGS IN
ITS FAVORITE HEAVY HAULER...

THE C-17.

THE C-17 GLOBEMASTER,
KNOWN TO ITS CREWS AS MOOSE...

THIS BIG GRAY BEAST

IS THE MOST FLEXIBLE MILITARY
TRANSPORT AIRCRAFT IN THE WORLD.

THE C-17's CARGO COMPARTMENT IS

A WHOPPING 18 FEET WIDE
BY 12 1/2 FEET HIGH.

Woman: WE'RE LOCATED IN
THE BACK OF THE C-17 AIRCRAFT.

THE RAMP ON THE C-17 CAN HOLD
UP TO 40,000 POUNDS OF CARGO.

WE DO A LOT OF CARGO EQUIPMENT
THAT'S LOADED ONTO PALLETS.

THE MAIN WAY OF LOADING THOSE
IS ON THE K-LOADER.

WE BRING THE K-LOADER
UP TO THE BACK OF THE JET,

AND THEN WE TURN OVER ROLLERS
THROUGHOUT THE CARGO FLOOR,

AND THAT PROVIDES US
WITH THE EASE

OF ON- AND OFF-LOADING
THESE PALLETS.

WE JUST ROLL THEM
RIGHT INTO POSITION,

LOCK THEM IN, AND THAT'S THAT.

Narrator:
THAT'S THAT FOR THE PALLETS.

OTHER KINDS OF CARGO
ROLL IN ALL BY THEMSELVES.

Woman:
DIFFERENT KINDS OF VEHICLES

THAT WE CAN PUT ON THERE
ARE HUMVEES.

WE CAN PUT MOTORIZED VEHICLES,
CIVILIAN TRUCKS.

WE CAN BRING UP
AS HEAVY AS AN M1 TANK,

WHICH WEIGHS 130,000 POUNDS.

Narrator:
THE C-17 ALSO CARRIES CARGO

EVEN MORE PRECIOUS THAN
FRONTLINE EQUIPMENT... PEOPLE.

Woman: AS FAR AS PASSENGERS GO,

WE CAN CARRY 27
ON EACH OF THE SIDE WALL SEATS,

AND THEN IF WE NEED TO,

WE CAN BRING DOWN
THE CENTER LINE SEATS

AND CARRY UP TO 138.

DEPENDING ON HOW MANY PASSENGERS
WE'RE GOING TO TAKE,

IT CAN TAKE ANYWHERE
FROM 20 MINUTES TO AN HOUR

TO RECONFIGURE THE AIRCRAFT

TO CARRY AS MANY PASSENGERS
AS WE NEED.

Narrator: THE ONLY DRAWBACK...
COMFORT.

Woman: IT'S NOT THE MOST
COMFORTABLE JET TO FLY ON.

YOU CAN SEE
THAT IT'S THE LACK OF WINDOWS,

SO IT DOES GET A LITTLE
CLAUSTROPHOBIC AND TIGHT

WITH THE PASSENGERS.

Narrator:
NO OTHER AIR FORCE PLANE

GETS AS MANY TROOPS
INTO THE BATTLEFIELD FAST,

AND THERE'S ONE CONFIGURATION

THAT LETS THE C-17
GO THE DISTANCE

WHEN IT NEEDS TO GET THEM
OUT SAFELY, TOO.

JULY 3rd, BALAD AIR BASE,
JUST NORTH OF BAGHDAD.

C-17s LINE THE RUNWAY
AS FAR AS THE EYE CAN SEE.

Corbett Bufton: THE REASON THAT
WE HAD BEEN DEPLOYED TO IRAQ

WAS TO MOVE CARGO AND SUPPLIES
AND PEOPLE BACK AND FORTH.

Narrator: MAJOR CORBETT BUFTON
WAS A C-17 PILOT

DURING OPERATION IRAQI FREEDOM.

Bufton: DUE TO THE IED THREAT,
THEY HAD DECIDED TO USE AIRLIFT

TO BASICALLY
TAKE CONVOYS OFF THE ROAD.

A TYPICAL MISSION FOR US
WOULD BE BRINGING STUFF

FROM THE NORTH TO THE SOUTH,

WHICH ARE, BY FLIGHT TIME,
LESS THAN SEVEN MINUTES.

Narrator: BUFTON AND HIS CREW
PREPARE FOR A ROUTINE CARGO RUN.

AT FIRST, IT SEEMS LIKE JUST
ANOTHER HOT DAY IN THE DESERT.

Bufton: IT WAS
A STANDARD AIRLIFT MISSION.

I THINK WE WERE TAKING
SOME STRIKERS UP NORTH.

Narrator:
BUT BEFORE THEY CAN BOARD,

THE C-17 CREW GETS NEW ORDERS.

THEY'VE BEEN TAPPED FOR
A MUCH MORE COMPLICATED MISSION.

Bufton: THEY NOTIFIED US
THAT OUR MISSION HAD CHANGED,

AND WE WERE GOING TO DO
A MEDEVAC.

IN THIS CASE,
WE WERE TAKING SOMEBODY

WHO HAD SUFFERED A KNIFE INJURY
TO THE HEAD.

Narrator: THE STANDARD MEDEVAC
FLIGHT IS JUST SIX HOURS,

BUT A KNIFE WOUND TO THE HEAD
IS NOT A RUN-OF-THE-MILL INJURY,

SO THIS WON'T BE
A RUN-OF-THE-MILL FLIGHT.

Bufton: USUALLY WHAT HAPPENS IS
THEY TAKE THEM UP TO GERMANY.

IN THIS CASE, IT WAS DIFFERENT

BECAUSE THEY SAID
WE WERE TAKING THIS GUY

ALL THE WAY TO...
BACK TO THE UNITED STATES.

Narrator: BUFTON'S CREW
READIES THE AIRCRAFT.

A MEDICAL TEAM TRANSFORMS
THE C-17's CARGO HOLD

INTO AN EMERGENCY ROOM.

Bufton:
THE CREW WAS FOUR PILOTS,

TWO LOADMASTERS,
AND A CREW CHIEF,

AND THEN WE HAD SEVEN OTHER
MEDICAL PERSONNEL ON BOARD

SPECIFICALLY FOR THE PATIENTS.

Narrator: THE AIR FORCE
HAS FIVE DIFFERENT AIRFRAMES

FOR MEDEVAC MISSIONS,

BUT THE C-17 IS ITS CADILLAC.

Woman: THE GREAT THING
ABOUT THE C-17,

IT WAS DESIGNED AND BUILT
FOR AEROMEDICAL EVACUATION.

WE CAN BE CONSIDERED
A FLYING HOSPITAL.

Narrator: MEDICAL-GRADE OXYGEN,
CALL BUTTONS,

TEMPERATURE CONTROL,

FEATURES THAT OTHER AIRCRAFT
JUST DON'T HAVE.

IT TAKES A MEDEVAC TEAM
JUST 20 MINUTES

TO CONFIGURE THE CARGO
FOR ONE SOLDIER

OR A WHOLE PLATOON.

Woman: WITH THE EQUIPMENT
THAT'S ON THE AIRCRAFT,

WE CAN SET UP THREE
OF THESE LITTER STANCHIONS.

DURING CONTINGENCIES, WE CAN SET
UP 12 LITTERS ON THE AIRCRAFT,

WHICH IS 48 PATIENTS.

WE HAVE TO BE READY
AT ALL TIMES TO ACCEPT

ANY KIND OF PATIENTS
THAT COME THROUGH

AND TO TAKE THEM BACK
TO A HIGHER FACILITY OF CARE.

Narrator: IN IRAQ,
BUFTON AND HIS CREW

RUSH TO GET THEIR C-17 AIRBORNE.

THE MEDICAL TEAM BRINGS
THE WOUNDED SOLDIER ON BOARD.

Bufton: ANYTIME YOU'RE FLYING
PEOPLE VERSUS CARGO,

YOU FLY DIFFERENTLY.

YOU'RE A LITTLE BIT
MORE DELIBERATE ABOUT THINGS,

AND THE TIME
IS MORE CRITICAL AS WELL.

Narrator: WITH THIS MISSION,

BUFTON ISN'T JUST CONCERNED
ABOUT SPEED.

HE'S WORRIED ABOUT ALTITUDE.

Bufton: YOUR WHOLE BODY SWELLS
THE HIGHER UP YOU GO,

SO THE HIGHER YOU GO UP,

THE MORE THAT AIR
IS GOING TO EXPAND.

Narrator: AND FOR A PATIENT
WITH A KNIFE IN HIS HEAD,

THAT CAN BE DEADLY.

Bufton: IF YOU THINK ABOUT
YOUR HEAD AS A LITTLE BALLOON,

THAT BALLOON'S GOING TO GET
BIGGER AND BIGGER AND BIGGER

THE HIGHER YOU GO,
SO WE WANT TO MINIMIZE THAT.

Narrator:
THE C-17 USUALLY CRUISES

AT 35,000 TO 37,000 FEET.

BECAUSE OF THE PATIENT,
IT HAS TO FLY LOWER.

Bufton:
THE MEDICAL TEAM WANTED US

TO KEEP THE PRESSURE
IN THE CABIN AROUND 4,000 FEET.

THE C-17'S VERY WELL-DESIGNED

THAT IT CAN MAINTAIN
A LOWER CABIN PRESSURE ALTITUDE.

HOWEVER, YOU DO
HAVE TO FLY LOWER

TO MAINTAIN THE LOWEST
CABIN PRESSURE ALTITUDE,

SO THAT LIMITED US
TO AROUND 26,000 FEET.

Narrator: FLYING LOWER
MEANS BURNING MORE FUEL,

ANOTHER COMPLICATION
FOR THE FUEL-HOGGING AIRCRAFT.

THE C-17 BURNS 12 1/2 GALLONS
FOR EVERY SINGLE MILE.

BELIEVE IT OR NOT, THAT'S NOT
BAD FOR A TRANSPORT AIRCRAFT.

THE C-5 GALAXY
SUCKS DOWN 19 GALLONS

FOR EVERY MILE IT FLIES.

THE C-130 IS THE BEST
OF THE TRANSPORTS.

FOR EVERY MILE IT GOES, IT NEEDS
JUST THREE GALLONS TO GET THERE.

ON THIS MISSION, THERE'S NO TIME
TO GAS UP ON LAND,

SO BUFTON PLANS TO REFUEL
IN THE AIR.

Bufton:
YOU'RE GOING TO SAVE HOURS

IF YOU JUST DO
THE AIR REFUELING,

WHICH IS EXACTLY THE WHOLE POINT
OF THE MISSION.

Narrator: THE C-17 FLIES FAST,

MAKING GOOD TIME,

SO GOOD THAT IT REACHES
THE REFUEL POINT

WELL BEFORE ITS TANKER.

Bufton: THEY TRIED TO GET THERE
AS QUICKLY AS THEY COULD,

BUT OBVIOUSLY WE WEREN'T
GOING TO SLOW DOWN FOR THEM,

SO WE TOLD THEM,
"HEY, THANK YOU, BUT NO THANKS.

WE CAN'T SLOW DOWN ENOUGH AND
MAKE THE RENDEZVOUS WITH YOU."

Narrator: BUFTON HAS ENOUGH GAS
TO FLY FOR EIGHT MORE HOURS,

BUT HE'S GOT 12 TO GO.

THE CREW QUICKLY COMES UP
WITH A PLAN B.

THERE'S ONE MORE CHANCE
TO TANK UP OVER ENGLAND.

Bufton: WE ONLY NEEDED TO HIT
ONE TANKER.

HOWEVER, THAT MADE
THE ONE AIR REFUELING

THAT MUCH MORE CRITICAL

BECAUSE YOU'RE REALLY PUTTING
ALL OF YOUR EGGS IN ONE BASKET.

Narrator: 80 MILES
TO THE RENDEZVOUS POINT,

BUFTON CHECKS IN WITH THE TANKER

AND LEARNS THAT HE'S FLYING
RIGHT INTO TROUBLE.

[THUNDER]

THE RADAR SHOWS
A MASSIVE WEATHER SYSTEM

HEADING ACROSS ENGLAND...

[RADIO CHATTER]

AND RIGHT INTO THE C-17's PATH.

Bufton: THE THING
THAT WE WERE CONCERNED ABOUT

WAS THE THUNDERSTORMS.

YOU DON'T WANT TO
FLY THROUGH THUNDERSTORMS.

I THINK YOU LEARN THAT
IN PILOT TRAINING,

FLYING THROUGH THUNDERSTORMS
IS BAD,

BECAUSE IT'LL TEAR
YOUR AIRPLANE APART,

AND THE WINGS WILL FALL OFF,
AND THEN YOU'LL CRASH AND DIE.

Narrator: FLYING THROUGH
THE STORMS COULD BE DEADLY.

WITH THE WOUNDED SOLDIER
IN THE BACK,

FLYING ABOVE THEM
ISN'T AN OPTION EITHER.

Bufton: THE MEDICAL TEAM
RESTRICTED US

TO A FLYING ALTITUDE
OF 26,000 FEET,

SO THAT'S WHERE SOME OF THE
PROBLEMS CAME IN TO THE FLIGHT.

Narrator: THE C-17
MUST FIND THE TANKER

IN THE MIDDLE
OF A DANGEROUS STORM

OR LOSE PRECIOUS TIME
BY GASSING UP ON LAND.

Bufton: WHEN IT COMES TO FLYING,

YOU CAN'T PULL OFF THE SIDE
OF THE ROAD AND THINK ABOUT IT,

SO YOU HAVE MAYBE TWO OPTIONS,

AND NEITHER ONE OF THEM
ARE OPTIMAL.

Narrator: BUFTON ROLLS THE DICE
AND MAKES HIS CHOICE.

Bufton: YOU'VE GOT A DUDE WITH
A GIANT HEAD WOUND IN THE BACK,

SO, YEAH, THERE'S A LITTLE BIT
OF STRESS INVOLVED IN IT.

WE WEREN'T GOING TO MAKE IT
TO THE UNITED STATES

IF WE DIDN'T GET
THE AIR REFUELING TAKEN CARE OF.

Narrator: IF THE C-17
DOESN'T REFUEL QUICKLY,

IT CAN KISS THIS MISSION,

AND THE SOLDIER'S LIFE,
GOOD-BYE.

MAJOR CORBETT BUFTON
AND HIS C-17 CREW

PREPARE FOR AN EMERGENCY REFUEL
OVER ENGLAND.

[THUNDER]

VIOLENT THUNDERSTORMS
THREATEN THEIR PLAN.

Bufton: WEATHER IS CRITICAL

BECAUSE YOU CAN'T CLOSE IN
ON THE TANKER

IF YOU'RE IN REDUCED VISIBILITY.

IT'S A CRITICAL THING,
AIR REFUELING.

TWO GIANT AIRPLANES LITERALLY
LINK UP TO EACH OTHER.

IT'S DANGEROUS.

Narrator: IN THE C-17's CARGO,

THE LIFE OF A GRAVELY WOUNDED
SOLDIER IS ON THE LINE.

Bufton:
THE MEDICAL TEAM ASKED US

TO MINIMIZE TURBULENCE
AS MUCH AS POSSIBLE,

SO, AS A RESULT,
WE WERE OVERLY CONCERNED

ABOUT ANY THUNDERSTORMS OR
GETTING CLOSE TO THUNDERSTORMS.

Narrator: BUFTON SPOTS
THE TANKER THROUGH THE STORM.

THE C-17 APPROACHES
AT A FOOT PER SECOND.

ITS FUEL RECEPTACLE
IS JUST EIGHT INCHES WIDE.

THIS TIME, IT'S A LOCK.

THE REFUELING GOES AS PLANNED.

Bufton: THERE WAS
QUITE A BIT OF RELIEF.

WE WERE GLAD
THAT THE HARDEST PART WAS DONE

BECAUSE THAT WAS REALLY
LIKE THE LAST THING

THAT WAS TRULY CRITICAL.

WE JUST HAD TO GET THE GAS.

Narrator:
THE C-17 RUSHES WESTWARD.

22 HOURS AFTER TAKEOFF,

IT BANKS INTO
ANDREWS AIR FORCE BASE.

AN AMBULANCE MEETS THEM
ON THE RUNWAY.

WITHIN MINUTES,
MEDICS HAVE THE WOUNDED SOLDIER.

THEY RACE HIM
TO WALTER REED HOSPITAL.

THANKS TO C-17 TRANSPORT,
HE SURVIVES.

THE C-17 IS THE AIR FORCE'S
PREMIER MEDEVAC TRANSPORT.

OVER 98 PERCENT OF THE WOUNDED

WHO MAKE IT ONTO AN AIRCRAFT
IN THE FIELD SURVIVE.

Bufton: THERE ARE GUYS
GETTING INJURED RIGHT NOW

THAT NEED TRANSPORT
ALL THE WAY BACK HOME,

SO THE FACT THAT I WAS ABLE
TO JUST HAVE A SMALL PIECE

AND PARTICIPATE IN THAT
WAS NICE.

Narrator: IN THE AIR FORCE,

FIGHTERS AND BOMBERS
ARE THE SHAKERS,

BUT TRANSPORT AIRCRAFT
ARE THE MOVERS.

THEY HAUL
ALMOST 700,000 TONS OF CARGO

FOR THE U.S. EVERY YEAR.

Robert Van Der Linden: MILITARY
TRANSPORT REALLY CAME INTO BEING

IN THE EARLY 1920s, 1930s.

Narrator: ROBERT VAN DER LINDEN
IS THE CHAIRMAN

OF THE NATIONAL AIR AND SPACE
MUSEUM'S AERONAUTICS DEPARTMENT.

Van Der Linden:
STARTING IN THE LATE TWENTIES,

THERE WAS JUST
A REVOLUTION IN TECHNOLOGY.

VERY QUICKLY THAT'S INCORPORATED
IN COMMERCIAL DESIGNS,

PARTICULARLY
THE DC-2 AND THE DC-3,

THAT COULD CARRY
SIGNIFICANT PAYLOADS.

Narrator: COMMERCIAL AIRLINERS
ARE THE FIRST

TO TAKE ADVANTAGE
OF THE NEW TECHNOLOGY.

BY WORLD WAR II, THE MILITARY
CATCHES ON TO IT AS WELL.

Van Der Linden: IN WORLD WAR II,

MILITARY AIR TRANSPORT
REALLY CAME INTO ITS OWN.

IT BECAME AN EXTREMELY VALUABLE
PART OF THE BATTLEFIELD

AND A PART OF SUPPLYING
THE ALLIED TROOPS

ALL AROUND THE WORLD.

Narrator: BY THE END OF THE WAR,

AIRLIFT IS A KEY PART
OF MILITARY PLANNING,

SO KEY, IT'S SOON CALLED
TO PERFORM A MISSION

THAT WILL CHANGE
THE COURSE OF HISTORY.

1948, BERLIN.

RELATIONS BETWEEN WESTERN ALLIES
AND THE SOVIET UNION

TAKE A TURN FOR THE WORSE.

IN JUNE,
SOVIET FORCES BLOCK ACCESS

TO ALLIED-CONTROLLED AREAS.

THE RUSSIANS WANT THE ENTIRE
CITY UNDER COMMUNIST CONTROL.

Van Der Linden:
THERE WAS SOME ECONOMIC REFORMS

THAT WERE BEING PROPOSED
FOR THE WESTERN ZONE.

THE SOVIETS DID NOT WANT
THESE REFORMS TO TAKE PLACE,

SO THEY SHUT DOWN
ALL THE GROUND ACCESS TO BERLIN.

Narrator: IT'S THE FIRST
INTERNATIONAL CRISIS

OF THE COLD WAR.

WORLD WAR III
IS A VERY REAL THREAT.

AS THE MONTHS GO ON,
THE SITUATION GETS WORSE.

Van Der Linden: THE CITY'S
NOW CUT OFF FROM COAL,

CUT OFF FROM FOOD,

SO OBVIOUSLY THEY WERE HEADED
TOWARDS A CRISIS,

AND THERE SEEMED TO BE NO WAY
OF BRINGING COAL

AND LARGE AMOUNTS OF FLOUR
AND THE LIKES INTO BERLIN.

Narrator: THE SOVIETS
APPEAR TO HAVE THE UPPER HAND.

THEN THE ALLIES COME UP
WITH A NOVEL PLAN.

Van Der Linden: THEIR STRATEGY
WAS TO IMPLEMENT AN AIRLIFT,

A MASSIVE AIRLIFT.

Narrator:
FOOD, MILK, COAL, GASOLINE.

WEST BERLINERS NEED
35,000 TONS OF THESE SUPPLIES

EVERY SINGLE DAY.

AN AIRLIFT THIS BIG
HAS NEVER BEEN DONE.

THE SOVIETS BET IT NEVER WILL.

Van Der Linden: THE SOVIETS
ASSUMED THAT THERE WAS NO WAY

THAT YOU COULD SUPPLY A CITY
OF OVER TWO MILLION PEOPLE

SIMPLY BY AIR.

YOU NEED RAILROAD CARS
TO MOVE THESE SUPPLIES.

THERE'S NO WAY
AIRPLANES CAN DO IT.

Narrator: THE ALLIES' PLAN
GETS OFF TO A ROCKY START.

Van Der Linden:
IT DIDN'T WORK ALL THAT WELL.

IT WASN'T VERY WELL COORDINATED,

AND IT WAS VERY CLEAR THEY WERE
NOT MOVING ENOUGH SUPPLIES.

Narrator:
ENTER GENERAL WILLIAM TUNNER.

USING A FLEET OF 225 C-54s,

HE HATCHES A PLAN
TO OUTSMART THE SOVIETS.

Van Der Linden:
GENERAL WILLIAM TUNNER CAME IN

AND IMMEDIATELY
STREAMLINED THE OPERATION.

THEY HAD, WITHIN WEEKS,
A SYSTEM RUNNING LIKE CLOCKWORK.

Narrator: TUNNER'S AIRLIFT DROPS
2.3 MILLION POUNDS OF SUPPLIES.

11 MONTHS LATER,

THE SOVIET UNION
LIFTS THE BLOCKADE,

ITS STRANGLEHOLD ON WEST BERLIN
DEFEATED.

Van Der Linden:
IT WAS A HUGE TRIUMPH.

IT ESTABLISHED
THAT THE MILITARY AIRLIFT

WAS EVERY BIT AS AN IMPORTANT
ASPECT OF AIRPOWER

AS A STRATEGIC BOMBARDMENT.

Narrator:
OVER THE NEXT 20 YEARS,

THE PENTAGON'S INVENTORY
OF TRANSPORT PLANES GROWS.

John F. Kennedy: OBTAINING
ADDITIONAL AIR TRANSPORT

MOBILITY WILL BETTER ASSURE

THE ABILITY
OF OUR CONVENTIONAL FORCES

TO RESPOND TO ANY PROBLEM
AT ANY SPOT ON THE GLOBE

AT ANY MOMENT'S NOTICE.

[APPLAUSE]

Narrator:
THERE'S STRATEGIC AIRCRAFT

LIKE THE C-5
AND THE C-141 STARLIFTER,

HEAVY HAULERS THAT TAKE CARGO
FROM THE UNITED STATES

TO BASES
BEHIND THE BATTLE ZONES.

Van Der Linden:
STRATEGIC IS MORE LONG DISTANCE.

STRATEGIC MILITARY TRANSPORT

COULD CARRY
A GREAT DEAL OF MATERIAL

AND HAVE THE CAPABILITY
OF AERIAL REFUELING.

Narrator: BUT THE STRATEGIC
PLANES ARE TOO BIG AND UNWIELDY

TO GET INTO BATTLE.

ONCE THE CARGO ARRIVES,

IT'S UNLOADED AND RECONFIGURED
FOR THE TACTICAL PLANES...

THE C-130 HERCULES,

THE C-123 PROVIDER,

THE C-7 CARIBOU,

LIGHT LIFTERS THAT BRING IT ALL
TO THE FRONT LINES.

Van Der Linden:
THE TACTICAL IS SHORTER RANGE,

MUCH MORE FLEXIBLE.

IT'S USUALLY A SMALLER AIRPLANE

INTENDED TO GET IN AND OUT
OF MORE CHALLENGING RUNWAYS

OR JUST SOMETIMES
JUST OPEN FIELDS.

Narrator:
THROUGHOUT THE COLD WAR,

GETTING CARGO
TO THE BATTLEFIELD

IS A TWO-STEP PROCESS.

THAT'S ONE STEP TOO MANY
WHEN TROOPS ARE IN NEED.

Van Der Linden: THE MILITARY HAD
EXCELLENT TACTICAL TRANSPORTS,

AND THEY HAD EXCELLENT
LONG-RANGE STRATEGIC TRANSPORTS,

BUT THEY HAD INCREASING NEED
FOR A MORE FLEXIBLE DESIGN

THAT COULD DO SIGNIFICANT
ELEMENTS OF BOTH REQUIREMENTS.

Narrator: NOVEMBER 1979,
SCOTT AIR FORCE BASE, ILLINOIS.

MAJOR GENERAL EMIL BLOCK
FORMS A TEAM

TO COME UP WITH A NEW DESIGN.

HE CALLS IT THE C-X PROGRAM,
FOR CARGO EXPERIMENTAL AIRCRAFT.

Bill Norton: THE C-X PROGRAM

BEGAN WITH
A REQUIREMENT DEFINITION,

AND IT WAS TO COMBINE THE
STRATEGIC AND TACTICAL MISSION.

Narrator: MAJOR BILL NORTON
WAS A LEAD TEST ENGINEER

FOR THE C-17 PROGRAM.

Norton: TO NOT HAVE TO LAND
AT A MAJOR AIRFIELD,

REPACKAGE
OR BREAK DOWN THE CARGO,

RELOAD IT INTO ANOTHER AIRPLANE

WOULD MEAN
A TREMENDOUS REDUCTION IN TIME.

Narrator: THE DESIGN TEAM'S
FIRST MANDATE...

THE NEW PLANE
HAS TO BE RUGGED ENOUGH

TO GET TO THE FRONT LINES.

Norton: THE C-X REQUIREMENT
INCLUDED STOL,

THE SHORT TAKEOFF AND LANDING,

SO IF YOU'RE GOING TO FLY
INTO A FORWARD AREA,

AIRFIELDS ARE GENERALLY
GOING TO BE PRETTY SHORT,

2,000, 3,000 FEET LONG.

Narrator: THAT'S
THE TACTICAL REQUIREMENT,

BUT THE NEW PLANE'S DESIGN

MUST ALSO FULFILL
A STRATEGIC NEED FOR PAYLOAD.

Van Der Linden:
THEY NEEDED AN AIRPLANE

THAT COULD MOVE AN ABRAMS TANK
DIRECTLY TO A BATTLEFIELD.

IF YOU CAN DO THAT,

THEN YOU CAN CARRY THE TRUCKS
AND THE SMALLER EQUIPMENT.

Narrator: JANUARY 1981,
THE PENTAGON.

BOEING, DOUGLAS, AND LOCKHEED
SUBMIT PROPOSALS

FOR THE NEW AIR TRANSPORT PLANE.

EIGHT MONTHS LATER, SECRETARY
OF DEFENSE CASPAR WEINBERGER

ANNOUNCES THE WINNER...
McDONNELL DOUGLAS.

THE NEW PLANE MUST BE
OPERATIONAL WITHIN SIX YEARS.

Norton: IT WAS A VERY COMPLEX
PROGRAM TO BEGIN WITH,

VERY CHALLENGING
TECHNOLOGICALLY,

AND THERE WAS A LOT OF FEAR

THAT WE'D SPEND
BILLIONS OF DOLLARS

ON SOMETHING
THAT MAY NOT PAN OUT.

Narrator: THE FEARS PROVE
WELL-FOUNDED.

BUILDING THE PLANE IS
EVEN HARDER THAN THEY THOUGHT.

Van Der Linden:
YOU WOULDN'T THINK A TRANSPORT'S
THAT EXPENSIVE,

BUT DEVELOPING A VERY,
VERY SOPHISTICATED AIRPLANE,

A VERY CAPABLE PLANE,
TAKES A LOT OF WORK.

Norton:
McDONNELL DOUGLAS PLANNED

A VERY OPTIMISTIC FLIGHT
TEST PROGRAM OF 22 MONTHS.

WITHIN A YEAR AND A HALF,

IT WAS CLEAR THAT 22 MONTHS
WAS NOT GOING TO WORK.

Narrator: PROBLEMS MOUNT,
AND SO DO THE COSTS.

THE PROGRAM IS SOON OVER BUDGET
BY $500 MILLION.

George Darden: THE C-17
IS A $40 BILLION BOONDOGGLE,

AND ACCORDING
TO MY FRIEND ED JENKINS,

NOTHING MORE BUT A TOWN CAR
FOR THE AIR FORCE.

Van Der Linden: WELL,
THE C-17 HAD ENEMIES IN CONGRESS

PRIMARILY BECAUSE
OF THE COST OVERRUNS

AND MEMBERS OF CONGRESS
WERE ASKING

WAS THE AMERICAN TAXPAYER
GETTING HIS MONEY'S WORTH.

Man: THE GOVERNMENT'S
ACTUALLY GOING TO PAY OUT

MORE MONEY FOR 120 AIRCRAFT

THAN IT WAS ORIGINALLY GOING
TO PAY FOR 210 AIRCRAFT.

Van Der Linden:
SOME WERE THINKING,

"NO, THE TAXPAYER WASN'T,"

AND MAYBE
WE JUST CUT YOUR LOSSES

AND MOVE ON TO SOMETHING ELSE.

Narrator: SEPTEMBER 15, 1991,

BOEING AIRFIELD,
LONG BEACH, CALIFORNIA.

THE C-17 GETS READY
TO MAKE ITS DEBUT.

[CHEERING]

THE AIR FORCE IS THERE TO
SUPPORT ITS STRUGGLING PROGRAM.

Norton:
THE DEPARTMENT OF DEFENSE

WAS UNDER TREMENDOUS PRESSURE

TO ENSURE THAT
THIS AIRPLANE CAME TOGETHER.

Narrator:
IT'S A DO-OR-DIE MILESTONE.

CONTRACTOR McDONNELL DOUGLAS
FEELS THE PRESSURE, TOO.

Van Der Linden: THE FACT
THAT THEY COULD DEMONSTRATE

THAT IT COULD ACTUALLY
TAKE TO THE AIR AND FLY WELL

WAS EXTREMELY IMPORTANT
TO THE PROGRAM.

Narrator: ON FIRST SIGHT,
THE C-17 MAKES A BIG IMPRESSION.

IT'S 174 FEET LONG,

55 FEET TALL,

WITH A WINGSPAN OF 170 FEET.

THE COCKPIT IS 25 FEET
ABOVE THE GROUND.

THIS HUGE PLANE HAS
THE SMALLEST CREW REQUIREMENT

OF ANY AIR FORCE TRANSPORT...

JUST TWO PILOTS
AND A LOADMASTER.

IT'S DESIGNED TO BE EASY TO FLY.

Man: IT'S A FAIRLY LARGE
AIRCRAFT

AND HANDLES
LIKE A MUCH SMALLER AIRPLANE,

VERY MANEUVERABLE.

Narrator: THE C-17
HAS TO BE MANEUVERABLE.

SHORT TAKEOFF AND LANDINGS
DEMAND IT.

CONTROL SYSTEMS
DESIGNED FOR FIGHTERS HELP.

Man: RIGHT IN FRONT OF ME

IS THE HEADS-UP DISPLAY,
THE HUD.

THE HUD IS TYPICALLY FOUND IN A
FIGHTER AIRCRAFT LIKE THE F-16,

BUT HEAVY AIRLIFT TO HAVE A HUD
IS VERY UNUSUAL.

Narrator: THE HUD GATHERS
CRUCIAL INFORMATION

AND PROJECTS IT ONTO A SCREEN
IN THE PILOT'S LINE OF SIGHT.

Man: IT GIVES US AIR SPEED,
ALTITUDE,

FLIGHT PATH VECTOR,
WHICH KEEPS US SAFE AND TACTICAL

WHEN WE NEED TO BE LOOKING
OUTSIDE THE AIRCRAFT

INSTEAD OF INSIDE DURING
CRITICAL PHASES OF FLIGHT.

Narrator: THE HUD GIVES THE C-17
EYES LIKE A FIGHTER.

IT HAS THE TECHNOLOGY
TO STEER LIKE ONE, TOO.

Man: THE C-17 IS
THE ONLY HEAVY AIRLIFT AIRCRAFT

IN THE AIR FORCE
THAT HAS A STICK.

IT ALLOWS US TO FLY THE C-17
WITH PRECISION.

IT ALLOWS US
TO CONTROL OUR TURNS,

AS WELL AS ANY SPOT LANDINGS
THAT WE NEED TO PERFORM.

Narrator: ADVANCED AVIONICS
MAKE THE C-17 LOOK IMPRESSIVE

ON THE GROUND,

BUT AS IT LUMBERS
ONTO THE BOEING AIRFIELD,

IT MUST PROVE ITSELF IN THE AIR.

Man on radio: STAND BY.

WE MAY HAVE AN INVITATION HERE
VERY SHORTLY.

[CHEERING]

Norton: THE FIRST FLIGHT
WAS IMPORTANT.

THERE ARE A LOT OF THINGS
THAT CAN GO WRONG.

A LOT OF SURPRISES CAN ARISE.

Man on radio: THE C-17
HAS JUST BEEN CLEARED TO TAXI.

Narrator: THE NEW TRANSPORT
TAXIS DOWN THE RUNWAY...

AND LIFTS OFF.

Norton: THE AIRPLANE
CONFIGURED FOR CRUISE,

FLEW OVER THE MOUNTAINS,

CONFIGURED FOR LANDING,

LANDED WELL,

ROLLED OUT, TAXIED IN.

SO, IT WENT OFF VERY WELL.

[CHEERING]

Narrator: FROM THE OUTSIDE,
IT'S A SUCCESS,

BUT JUST BELOW
THE SURFACE... TROUBLE.

Norton: WE FOUND FUEL LEAKS
AROUND THE ENGINE MOUNT,

AT THE END OF THE PYLON

WHERE ARE ALL FUEL LINES
CAME OUT TO THE ENGINE.

Van Der Linden:
AND THEN THE AIRCRAFT DEVELOPED

SOME PROBLEMS IN THE WINGS,

AND IT'S LIKE, "WELL, JUST MEANS
IT'S GOING TO COST MORE."

Narrator: POOR CONSTRUCTION,

RISING COSTS.

JUST WHEN IT SEEMED
TO BE BACK ON TRACK,

THE C-17 PROGRAM TAKES A DIVE.

JULY 1995,

JOINT AIR FORCE BASE,
CHARLESTON, SOUTH CAROLINA.

McDONNELL DOUGLAS
HAS ONE LAST CHANCE

TO REDEEM ITS FAILING PLANE.

8 C-17s UNDERGO
30 DAYS OF RIGOROUS TESTING.

McDONNELL DOUGLAS IS DETERMINED
TO SAVE ITS BABY

FROM THE SCRAP HEAP.

Norton: THEY OPERATED
THIS HANDFUL OF AIRPLANES

TO ITS LIMITS,

FLYING THEM
NEARLY AROUND THE CLOCK.

THEY DID AIRDROP.

THEY LANDED OUT IN THE DESERT
AND OFF-LOADED TANKS.

THEY DID JUST ABOUT EVERYTHING,
AND THEY FOUND THE AIRPLANE

ESSENTIALLY MET ALL OF ITS
REQUIREMENTS AND EXCEEDED MANY.

Narrator: THE AERONAUTICS WORLD
IS IMPRESSED,

SO IMPRESSED
THAT THEY GIVE THE C-17

THE COLLIER TROPHY
FOR AERONAUTICAL ACHIEVEMENT.

IT'S A MAJOR CHANGE OF HEART.

Van Der Linden:
IT WAS NOW ENTERING SERVICE,

BUT NO ONE REALLY KNEW
HOW WELL IT WOULD PERFORM

UNTIL IT ACTUALLY PERFORMED
UNDER COMBAT SITUATIONS,

AND THAT OPPORTUNITY CAME
IN 1999 IN THE BALKANS.

Narrator: EASTERN EUROPE
ERUPTS INTO VIOLENCE.

SERB LEADER SLOBODAN MILOSEVIC

SENDS HIS MILITANTS
ON AN ETHNIC CLEANSING CAMPAIGN.

Man: TENS OF THOUSANDS
OF ETHNIC ALBANIANS

ARE ONCE AGAIN
POURING OUT OF KOSOVO PROVINCE.

Narrator: NATO MUST
MOBILIZE ITS FORCES QUICKLY

AND BRING IN THE INFRASTRUCTURE.

Norton: ALL THE PERSONNEL,
MEDICAL SUPPLIES,

EVERYTHING NEEDED
TO SUPPORT A TASK FORCE

FOR AN INDEFINITE PERIOD OUT
IN A VERY AUSTERE ENVIRONMENT

HAD TO BE FLOWN IN.

THERE WAS NO OTHER WAY
TO GET IT THERE.

Narrator: THE CLOSEST AIRFIELD
IS IN RINAS, ALBANIA.

IT'S FAR FROM IDEAL.

Norton: THE RINAS AIRFIELD

WAS ONE OF THOSE
RELATIVELY SHORT, NARROW FIELDS,

VERY AUSTERE,
LITTLE MORE THAN A FUEL TRUCK

AND A LITTLE BUILDING
SERVING AS A TERMINAL.

THE AIRFIELDS
WERE FAIRLY NARROW,

SO AN AIRPLANE
WAS NEEDED THAT COULD BRING IN

HIGH-CAPACITY,
HIGH-VOLUME CARGO, WIDE CARGO,

TURN AROUND AND GET OUT
JUST AS QUICKLY AS IT LANDED.

Narrator: RINAS IS
THE PERFECT PROVING GROUND

FOR THE NEW AIRCRAFT.

SHORT TAKEOFFS AND LANDINGS ARE
SUPPOSED TO BE ITS SPECIALTY.

Man: THE PLANE WAS BUILT
TO GET INTO WEIRD PLACES,

SO WE CAN BASICALLY GET
IN AND OUT OF ANYWHERE.

Narrator: TO TAKE OFF, THE C-17
RELIES ON FOUR POWERFUL ENGINES.

Man: SO, WHAT ENABLES
THE SHORT FIELD TAKEOFFS

IS THESE BIG ENGINES
RIGHT HERE.

THEY'RE PRATT & WHITNEY
F117 ENGINES,

AND THEY PRODUCE ROUGHLY 40,000
POUNDS OF THRUST PER ENGINE.

Narrator:
THAT'S 160,000 POUNDS OF POWER

REINED IN
BY 12 ALL-CARBON BRAKES.

Man: WE'LL HOLD THE BRAKES,

RUN THE ENGINES
UP TO MAX POWER,

AND WE'LL TAKE OFF
IN A VERY SHORT DISTANCE,

AND WE CAN ACTUALLY CLIMB
ALMOST STRAIGHT UP.

Narrator: TO LAND, THE C-17

USES SOMETHING CALLED
PROPULSIVE LIFT SYSTEM.

KEY TO THAT
ARE THE FLAPS ON ITS WINGS.

Man: BASICALLY WE CAN PUT
THOSE ALMOST ALL THE WAY DOWN,

POINTED TOWARDS THE GROUND,

AND OUR ENGINE THRUST
WILL ACTUALLY HIT THAT,

AND IT'S DIRECTED DOWNWARDS
TO THE GROUND,

SO INSTEAD OF PULLING BACK
WHEN WE LAND,

WE KIND OF CONTROLLED-CRASH IT
INTO THE GROUND.

Narrator: THE C-17 IS OVER

A HALF A MILLION POUNDS
FULLY LOADED.

IT CAN COME TO A FULL STOP
IN JUST 1,400 FEET.

Man: OUR BRAKES
ARE ABSOLUTELY AMAZING,

AND ONCE WE HIT THOSE,

IT'S GOT, LIKE,
AN ANTILOCK BRAKE SYSTEM ON IT,

AND WE CAN'T EVEN FEEL IT.

WE JUST GO FULL FORWARD
ON THE BRAKES,

AND OUR AIRCRAFT STOPS.

Narrator: PILOTS CLAIM
THAT FLYING THE C-17

IS LIKE DANCING
WITH A 280,000-POUND BALLERINA.

Man: IF YOU WERE TO ASK
ANY C-17 PILOT,

PROBABLY WHAT THEY LOVE THE MOST
ABOUT THE AIRCRAFT

IS JUST HOW IT FLIES
AND WHAT YOU CAN DO WITH IT.

I MEAN, THE SHEER POWER
OF THE AIRCRAFT IS AMAZING.

YOU CAN GET IN AND OUT
OF ANYWHERE YOU CHOOSE.

Narrator:
IN GERMANY'S RAMSTEIN AIRFIELD,

C-17s LOAD UP AND TAKE OFF
FOR RINAS.

ALL EYES ARE
ON THE BIG GRAY MOOSE

AS IT GLIDES
INTO THE TINY AIRFIELD.

EVERY LANDING GOES OFF
WITHOUT A HITCH.

IT'S AS IF THE C-17
HAD BEEN DOING IT FOR YEARS.

Norton: THE C-17 CAME OUT OF IT
LOOKING PRETTY GOOD.

IT WAS CREDITED
WITH MUCH HIGHER RELIABILITY

THAN ALL THE OTHER
MILITARY TRANSPORTS.

Narrator: OVER THE NEXT MONTH,

THE C-17s BRING IN 10,300 PIECES
OF EQUIPMENT ON 550 FLIGHTS...

14 70-TON M1A1 ABRAMS TANKS,

42 BRADLEY FIGHTING VEHICLES,

20 5-TON EXPANDABLE VANS,

190 CONTAINERS OF AMMUNITION.

EVEN CONGRESS ADMITS
THAT ITS MONEY WAS WELL SPENT.

Bill Young: WITHOUT THE C-17
IN THE INVENTORY TODAY,

THERE IS NO WAY THAT WE COULD
BE DOING IN THE KOSOVO REGION

WHAT WE ARE DOING.

Van Der Linden:
IT WAS ABLE TO BRING

MASSIVE AMOUNTS OF SUPPLIES IN,
AND ON VERY TIGHT AIRFIELDS,

SOME VERY CHALLENGING AIRFIELDS,

FIELDS ONLY
ABOUT 3,000 FEET LONG.

Narrator: THE C-17 PROVES
IT CAN GET CARGO IN

WHERE OTHERS CAN'T.

IN ITS NEXT MISSION,
IT WILL HAVE TO PROVE

THAT IT CAN DELIVER
WITHOUT LANDING AT ALL.

2001, AFGHANISTAN,
OPERATION ENDURING FREEDOM,

A MONTH AFTER
THE SEPTEMBER 11th ATTACKS.

PRESIDENT GEORGE W. BUSH
ORDERS STRIKES

AGAINST TALIBAN MILITARY POSTS
AND TRAINING CAMPS

THROUGHOUT THE COUNTRY.

Bush: MORE THAN TWO WEEKS AGO,

I GAVE TALIBAN LEADERS A SERIES
OF CLEAR AND SPECIFIC DEMANDS.

NONE OF THESE DEMANDS WERE MET,

AND NOW,
THE TALIBAN WILL PAY A PRICE.

Narrator: AMERICA PLANS
MORE THAN A BIG STICK,

ALSO A CARROT.

William Changose: WHATEVER
MILITARY RESPONSE WE HAD,

THERE WAS GOING TO BE

A HUMANITARIAN COMPONENT
TO IT AS WELL.

Narrator:
COLONEL WILLIAM CHANGOSE

WAS A C-17 PILOT

DURING RELIEF OPERATIONS
IN AFGHANISTAN.

Changose: OUR MISSION WAS
TO DELIVER HUMANITARIAN FOOD

TO THE POOR AND DISPLACED PEOPLE
OF AFGHANISTAN.

WE WANTED TO MAKE SURE

THAT THE PEOPLE OF THE WORLD
AND AFGHANISTAN

KNEW THAT THE U.S.
WAS GOING AGAINST THE TALIBAN

AND NOT AGAINST
THE PEOPLE OF AFGHANISTAN.

Narrator: THE MILITARY
AND HUMANITARIAN FLIGHTS

ARE TIMED
FOR THE VERY SAME NIGHT.

TO SUPPLY THE AID,
THE AIR FORCE TURNS

TO ONE OF THEIR BIGGEST
ASSETS... THE C-17.

OCTOBER 2001,
RAMSTEIN AIR BASE, GERMANY.

TWO C-17 CREWS TAKE OFF
FOR AFGHANISTAN.

NORMALLY THEY'D HEAD
STRAIGHT FOR THE FRONT LINES.

THIS TIME, THAT ISN'T AN OPTION.

Changose:
FIRST NIGHT OF THE WAR,

WE DIDN'T HAVE CONTROL
OF ANYTHING.

THE AIRFIELDS WERE NOT OPEN YET.

THERE WERE RUNWAYS, BUT THEY
WERE FIRMLY IN TALIBAN HANDS.

Narrator: COMMANDERS CAN'T BRING
THE FOOD OVER GROUND,

SO THEY COME UP WITH
A RADICAL PLAN... AN AIRDROP.

Changose: IT WAS THE FIRST TIME
A C-17 HAD DONE AN AIRDROP

IN A COMBAT SITUATION.

Narrator: KEY WORD... COMBAT.

THE TALIBAN DOESN'T CARE IF
THE C-17s FLY A RELIEF MISSION.

THEY JUST SEE A TARGET.

Changose: WE HAD NO DOUBT
THAT THERE WOULD BE PEOPLE

WITH WHAT'S CALLED
MAN-PORTABLE MISSILES,

A SHOULDER-LAUNCHED MISSILE,

AND, OF COURSE,
THEY HAD SMALL ARMS,

YOU KNOW,
A BUNCH OF RIFLES AND BIG GUNS

THAT THEY COULD SHOOT
UP IN THE AIR,

SO OUR GOAL WAS TO STAY
ABOVE ALL THAT STUFF.

Narrator:
TO STAY ABOVE THE THREAT,

THE C-17s WILL HAVE TO FLY
AT 28,000 FEET.

IT'S THE HIGHEST AIRDROP

THAT ANY TRANSPORT AIRCRAFT
HAS EVER DONE.

Changose:
THESE HIGH-ALTITUDE AIRDROPS

WERE REALLY THE ONLY WAY
TO GET IN THAT TERRITORY.

WE WOULDN'T LOSE
PLANES AND CREWS

WHILE TRYING TO DO
A HUMANITARIAN ACTION.

Narrator: FLYING HIGH
SOLVES ONE PROBLEM,

BUT IT CREATES ANOTHER.

AS LONG AS THE PLANE IS SEALED,
ALTITUDE ISN'T A PROBLEM.

IT'S WHEN THE CARGO DOORS OPEN
THAT THINGS GET UGLY.

Changose: A STANDARD AIRPLANE
WAS PRESSURIZED.

THERE'S A LOT OF PRESSURE

ON THE LOCKS THAT HOOK THE DOOR
TO THE AIRPLANE

AND KEEP THE DOORS CLOSED.

IN ORDER TO OPEN UP THOSE LOCKS,

YOU HAVE TO DEPRESSURIZE
THE AIRPLANE.

Narrator:
DEPRESSURIZE AT 12,000 FEET,

AND CREWS DON'T EVEN FEEL IT.

DO IT ANY HIGHER,
AND THE AIR CAN TURN DEADLY.

Changose: WHAT ENDS UP HAPPENING

IS THE NITROGEN
WILL COME OUT OF YOUR BLOOD,

IT WILL ACCUMULATE
IN YOUR JOINTS,

AND IT CAN BE CRIPPLING.

Narrator: ONLY ONE THING
CAN KEEP THE CREWS SAFE... OXYGEN.

Changose: WE DECIDED
THAT WE WOULD PUT ON OXYGEN

ONE HOUR PRIOR
TO THE SCHEDULED AIRDROP.

BREATHING PURE OXYGEN WAS TO GET
THE NITROGEN OUT OF THE BLOOD,

AND WE FIGURED WE NEEDED
AT LEAST AN HOUR TO DO THAT.

Narrator:
10 HOURS INTO THEIR FLIGHT,

LIEUTENANT COLONEL CHANGOSE
GIVES HIS CREW THE SIGNAL

TO PUT ON THEIR MASKS.

Changose: YOU MAKE SURE
EVERYBODY HEARD THAT

BECAUSE IT WAS IMPORTANT,
IT WAS VITAL,

LIFE-THREATENING IF YOU DIDN'T.

Narrator: CHANGOSE OPENS
THE CARGO DOORS.

Man on radio: ALL CLEAR, PILOT.

Narrator: HE LIFTS
THE C-17's NOSE UP SEVEN DEGREES

TO HELP EASE THE CARGO
OUT OF THE HOLD.

Man on radio: 2, 1, GREEN LIGHT.

Changose: THIS TYPE OF AIRDROP
IS A GRAVITY AIRDROP.

IN OTHER WORDS,
THE PACKAGES, THE BUNDLES

ARE IN THE BACK OF THE AIRPLANE,

AND AT A PREDETERMINED TIME,
THEY ROLL OUT THE BACK.

Narrator: SO FAR, SO GOOD.

Man: ALL CLEAR, LOAD.

Narrator: BUT WHEN CHANGOSE
TRIES TO CLOSE THE CARGO DOORS,

HE NOTICES SOMETHING WRONG.

Changose: THE DOORS ARE CLOSED
BY A SERIES OF LATCHES

THAT ARE LUBRICATED
WITH STANDARD GREASE.

WE DID NOT THINK
TO CHANGE THE LUBRICATION

IN THE BACK OF THE LOCKS

TO ACCOUNT
FOR THESE COLD TEMPERATURES,

SO AFTER THE DOORS HAD BEEN OPEN
FOR 10 TO 15 MINUTES,

THE LUBRICANT FROZE,

AND THEREFORE THE LATCHES
WOULDN'T WORK AS DESIGNED.

Narrator: IF THE C-17's DOORS
WON'T CLOSE,

CHANGOSE CAN'T
REPRESSURIZE THE CABIN.

SUDDENLY, THE MISSION GOES
FROM GOOD TO POSSIBLY DEADLY.

HIGH ABOVE AFGHANISTAN,

LIEUTENANT COLONEL
WILLIAM CHANGOSE PILOTS A C-17.

IN THE BACK,

HIS LOADMASTERS STRUGGLE
TO CLOSE THE CARGO DOORS.

Changose: THE LOADMASTERS WERE
LITERALLY BANGING THE LATCHES

TO GET THEM TO ROTATE
AND LOCK THE DOORS CLOSED.

Narrator: FREEZING AIR
QUICKLY FILLS UP THE CARGO HOLD.

Changose: AT THAT ALTITUDE,

THE TEMPERATURES ARE
ABOUT 40 DEGREES BELOW ZERO,

VERY, VERY COLD.

WE WERE AFRAID THEY WERE
ACTUALLY GOING TO GET FROSTBITE.

NOW WE'RE SAYING,
"OKAY, SO, NOW WHAT DO WE DO?"

WE ONLY HAD LIMITED OXYGEN
ON BOARD.

WE HAD ENOUGH
FOR ABOUT FOUR HOURS,

AND WE COULD NOT HAVE COMPLETED
OUR FLIGHT AT ALTITUDE

ON FOUR HOURS OF OXYGEN.

Narrator: CHANGOSE'S CREW
SUCKS DOWN OXYGEN

AT THE RATE
OF EIGHT LITERS PER MINUTE.

THE LOADMASTERS KNOW
THAT THE OXYGEN WON'T LAST LONG.

Changose:
THEY ARE WEARING A HARNESS

SO THEY DON'T FALL OUT THE BACK.

THEY'RE WEARING
THEIR OXYGEN MASKS,

AND IT'S REALLY COLD.

IT WAS PROBABLY THE MOST
DANGEROUS PART OF THE MISSION.

Narrator: FINALLY, THEY MANAGE
TO MUSCLE THE DOORS SHUT.

Man: WE'RE CLEAR.

IT'S CLEAR.

Narrator: THE PILOTS QUICKLY
REPRESSURIZE THE CABIN.

ALL SEVEN CREW MEMBERS
BREATHE IN PRESSURIZED AIR

AND EXHALE A SIGH OF RELIEF.

Changose: IF THE LOADMASTERS
HAD NOT GOTTEN THE DOORS CLOSED,

WE WOULD HAVE HAD TO DIVERT
SOMEPLACE UNPLANNED

WITH A COUPLE OF C-17s
ON THE FIRST NIGHT OF THE WAR.

Narrator: CHANGOSE AND HIS CREW
HEAD BACK TO BASE.

THEY'VE PUT 35,000
HUMANITARIAN DAILY RATIONS

INTO THE HANDS
OF HUNGRY AFGHANIS.

Changose: IT JUST MAKES YOU
FEEL GOOD TO KNOW

THAT YOU ACTUALLY
ARE ABLE TO GET FOOD

DIRECTLY TO PEOPLE WHO NEED IT,

WHO HADN'T HAD THIS SORT
OF GOOD FORTUNE IN A LONG TIME.

IT WAS GOOD.

THE CARGO FLYING
AND SUPPLY MISSION,

IT IS NEVER THE POINTY END
OF THE SPEAR, AS WE CALL IT.

IT'S ALWAYS A SUPPORT MISSION.

THIS WAS A REALLY GREAT MISSION

BECAUSE WE ACTUALLY WERE RIGHT
THERE IN THE EYE OF THE STORM.

Narrator: CHANGOSE'S MISSION IS

THE HIGHEST NIGHTTIME COMBAT
AIRDROP IN AIR FORCE HISTORY.

Changose: NO OTHER PLANE
COULD HAVE DONE IT.

NO OTHER PLANE COULD HAVE GOT AS
HIGH AND CARRIED AS MUCH CARGO

AS THE C-17.

Narrator: THE C-17 PROVES
IT CAN BRING IN THE GOODS.

ON ITS NEXT MISSION,
IT MUST SHOW IT CAN DROP IN

AN EVEN MORE CHALLENGING
CARGO... SOLDIERS.

2003... ALL EYES ARE ON IRAQ
AND DICTATOR SADDAM HUSSEIN.

PRESIDENT GEORGE W. BUSH CLAIMS

SADDAM HAS
WEAPONS OF MASS DESTRUCTION.

SADDAM KNOWS
HE HAS NO SUCH WEAPONS.

WHILE THE UNITED NATIONS
DECIDES WHAT TO DO,

THE U.S. AND ITS ALLIES
COUNT DOWN TO WAR.

Tony Blair: SADDAM HUSSEIN
IS NOT COOPERATING

WITH THE INSPECTORS,

AND THEREFORE IS IN BREACH
OF THE U.N. RESOLUTION,

AND THAT'S WHY
TIME IS RUNNING OUT.

Narrator: OPERATION
IRAQI FREEDOM STARTS IN MARCH.

COALITION TROOPS MOVE IN QUICKLY
FROM THE SOUTH.

THE PLAN IS TO ASSAULT THE NORTH
FROM A STAGING GROUND IN TURKEY,

BUT THERE'S A PROBLEM.

Shane Hershman:
LEADING UP TO THE AIRDROP,

TURKEY HAD SAID
THAT THEY MAY NOT PERMIT US

TO CROSS THE BORDER
FROM TURKEY INTO IRAQ

FOR OFFENSIVE COMBAT OPERATIONS.

Narrator: COLONEL SHANE HERSHMAN
WAS A C-17 SQUADRON COMMANDER

IN OPERATION IRAQI FREEDOM.

Hershman:
WHEN TURKEY WAS SAYING

THE ARMY COULDN'T GO ACROSS
FROM TURKEY INTO IRAQ,

WE HAD TO COME UP WITH A PLAN
THAT WE COULD SECURE THAT AREA

SO WE COULD HAVE OPERATIONS
AGAINST ANY ENEMY ON THE GROUND.

Narrator:
TO ESTABLISH A NORTHERN FRONT,

ALLIES NEED ANOTHER OPTION.

IF THEY CAN'T GET THE TROOPS IN
OVER LAND,

THEY'LL GET THEM IN
THROUGH THE AIR.

AVIANO AIR BASE, ITALY.

HERSHMAN AND 14 OTHER C-17 CREWS
LOAD UP THE AIRCRAFT

AS THEY MAKE THEIR FINAL PLANS.

Hershman: WE DETERMINED IT WAS
GOING TO BE A 15-SHIP AIRDROP.

IT WAS GOING TO BE
FIVE AIRCRAFT LEADING IT

WITH THE HEAVY EQUIPMENT,

AND THEN 10 AIRCRAFT
LOADED WITH 1,000 JUMPERS.

Narrator:
JUMPERS, PARATROOPERS...

IT'S THEIR JOB
TO SECURE THE AREA

AND BE READY TO FIGHT
JUST AS SOON AS THEY LAND.

AIR-DROPPING SOLDIERS INTO IRAQ
IS RISKY BUSINESS.

SADDAM'S FORCES HAVE
ENOUGH SURFACE-TO-AIR MISSILES

TO BLOW THE C-17s
AND THEIR 1,000 JUMPERS

RIGHT OUT OF THE SKY.

Hershman: SOME OF THE MISSILE
SYSTEMS CAN REACH UP PRETTY FAR,

EVEN THE SHOULDER-LAUNCHED
MISSILES,

AND SO, OUR BIGGEST CONCERN WAS
STAY HIGH AS LONG AS POSSIBLE.

Narrator: IF THE C-17s SUCCEED,

IT WILL BE THE LARGEST NIGHTTIME
SINGLE-PASS AIRDROP

SINCE D-DAY.

IF THEY FAIL, THE WAR
MAY BE LOST BEFORE IT'S BEGUN.

JUST BEFORE MIDNIGHT,

15 C-17s TAKE OFF
FOR THE FLIGHT INTO IRAQ.

PILOTS RELY
ON NIGHT VISION GOGGLES,

MAKING A TOUGH MISSION
EVEN HARDER.

Hershman:
ONE OF OUR OPERATING PROCEDURES

IN THE THREAT ENVIRONMENT
IS WE GO LIGHTS OUT.

WE JUST DID NOT WANT
SOMEBODY ON THE GROUND

TO BE ABLE TO SEE THE LIGHTS OF
THE AIRCRAFT AND GIVE US AWAY.

Narrator:
FOUR B-52s AND SIX F-18s

ACCOMPANY HERSHMAN'S SQUADRON.

WITHOUT THEM,
THE C-17s ARE SITTING DUCKS.

Hershman: IT WAS REASSURING.

SINCE WE'RE UNARMED,

WE DON'T REALLY HAVE A WAY
TO ENGAGE ANYTHING COMING AT US.

Narrator: THE C-17s FLY
IN A TIGHT FORMATION.

IT'S NEARLY FIVE LONG HOURS
TO THE DROP ZONE,

PLENTY OF TIME TO WORRY
ABOUT WHAT CAN GO WRONG.

Hershman: THE DROP ZONE
WAS NEAR THE TOWN OF BASHUR,

WHERE YOU HAVE
HIGH, HIGH TERRAIN,

SO SOME OF THE CONCERNS WE HAD
TO WORK THROUGH AND PLAN FOR

WERE... THE TERRAIN
WAS OUR FIRST ONE.

Narrator: THE C-17s HAVE TO
NAVIGATE TWO SETS OF MOUNTAINS

TO REACH THE DROP ZONE, ONE TO
THE NORTH AND ONE TO THE SOUTH.

THE DROP ZONE
IS A SMALL PLATEAU IN BETWEEN.

TO PUT THE TROOPS IN POSITION,

THE C-17s HAVE TO DESCEND
24,000 FEET, MAKE THE DROP,

AND BANK BACK UP
AT A 90-DEGREE ANGLE,

ALL IN UNDER FIVE MINUTES.

Hershman: JUST THE BASICS OF IT,
IT'S TOUGH.

I MEAN, THERE'S A LOT
OF VARIABLES INVOLVED.

Narrator: THE MANEUVER
IS TRICKY ENOUGH FOR ONE C-17,

BUT FOR A FORMATION OF 15,
IT'S EVEN MORE COMPLICATED.

Hershman: THE HARDEST PART
IS FORMATION INTEGRITY.

KEEP YOUR POSITION
IN A FORMATION.

IF THE NUMBER-TWO PLANE
WOULD START HIS TURN

A LITTLE BIT EARLIER
THAN THE NUMBER-ONE PLANE,

HE'S CLOSING ON THAT PLANE.

YOU COULD HAVE
A MIDAIR COLLISION,

SO IT HAS TO BE PRECISE.

Narrator: PILOTS CONTROL
THE FRONT-END OPERATIONS,

BUT IN THE CARGO,

IT'S THE C-17's LOADMASTER
WHO CALLS THE SHOTS.

Man: EVERY C-17 FLIES
WITH A LOADMASTER,

AND OUR PRIMARY RESPONSIBILITY
IS TO UPLOAD AND DOWNLOAD CARGO.

Narrator: WHEN THE C-17's CARGO
IS SOLDIERS,

THERE'S ANOTHER
CREW MEMBER ON BOARD, TOO.

Man: WHEN WE DO
PERSONNEL AIRDROPS,

WE WORK WITH A JUMPMASTER,

AND THE JUMPMASTER IS
IN CHARGE OF ALL THE JUMPERS.

Narrator: TEN MINUTES AWAY
FROM THE DROP ZONE,

THE PILOT TELLS
THE LOADMASTER TO GET READY.

THE LOADMASTER OPENS THE DOORS

AND CUES THE JUMPMASTER
TO GET HIS TROOPS READY TO DROP.

[SHOUTING COMMANDS]

THE LOADMASTER
STARTS THE COUNTDOWN.

Loadmaster: 5, 4, 3, 2, 1,
GREEN LIGHT.

Man: WE SIGNAL TIME SIGNALS
TO THE JUMPMASTER

THAT, IN TURN,
PASSES IT TO THE JUMPERS

SO THEY KNOW WHEN TO BE READY.

Narrator: THEN IT'S GO TIME.

GEAR UP, FEET UP,
THE TROOPS JUMP.

JUMPMASTER AND LOADMASTER...

IT'S A RELATIONSHIP PRACTICED
IN PEACE BUT FORGED BY WAR.

Man: WHEN YOU'RE OPERATING
WITH THE CARGO DOORS OPEN,

IT IS KEY TO MAKE SURE THAT
EVERYONE IS ON THE RIGHT PAGE

TO MAKE SURE
THAT NOTHING GOES WRONG.

Narrator: OVER IRAQ,

HERSHMAN TELLS HIS LOADMASTER
TO GET READY.

[RADIO CHATTER]

Narrator: THE MISSION COMPUTER
ALERTS THEM

THAT IT'S NEARLY DROP TIME.

Hershman: MISSION COMPUTER
DOES THE COUNTING FOR YOU,

AND THEN THE GREEN LIGHT
WILL COME ON,

AND WE'LL RELEASE THE LOAD
FOR THE HEAVY EQUIPMENT,

AND THE GREEN LIGHT MEANS

THE JUMPERS ARE CLEARED
TO JUMP OUT THE DOORS.

Narrator: THE C-17s
START THEIR DESCENT.

SUDDENLY, HERSHMAN GETS A RADIO
CALL FROM ONE OF THE F-18s.

Hershman:
RIGHT AS WE WERE GETTING READY

TO START OUR TURN
TO THE DROP ZONE,

THE NAVY FIGHTERS CALLED IN

AND SAID
THAT THERE WAS FIRE COMING UP,

AND THEY WERE GOING TO GO
ENGAGE THEM.

Narrator: NOW THE C-17s
ARE ON THEIR OWN,

VULNERABLE AT THE MISSION'S
MOST CRUCIAL MOMENT.

Hershman: WE WERE SO BUSY
WITH ACQUIRING THE DROP ZONE,

KEEPING THE FORMATION,

WE JUST CONCENTRATED
ON GETTING THE AIRDROP DONE.

Narrator:
THE C-17s DROP QUICKLY,

ON HIGH ALERT FOR ENEMY FIRE.

THE COMPUTER
BEGINS ITS COUNTDOWN,

BUT HERSHMAN NOTICES A PROBLEM.

Hershman: AS WE MADE OUR TURN

AND GOT LINED UP
WITH THE DROP AXIS,

I LOOKED OUT
AND NOTICED THAT THE DROP ZONE

WAS DIFFERENT
THAN THE COORDINATES

THAT WE HAD PUT
IN THE MISSION COMPUTER

WHERE THE DROP WAS GOING TO BE.

Narrator: THE COMPUTER'S
CALCULATIONS ARE OFF

BY AT LEAST 1,000 FEET.

IF HERSHMAN LETS THE COMPUTER
CALL THE DROP,

THE TROOPS COULD CRASH
INTO THE MOUNTAINS,

OR WORSE,
END UP IN ENEMY HANDS.

15 C-17s MAKE A RAPID DESCENT
OVER IRAQ.

INSIDE, 1,000 AMERICAN
PARATROOPERS GET READY

TO OPEN UP
IRAQ'S NORTHERN FRONT,

BUT THEN COLONEL SHANE HERSHMAN

NOTICES THE DROP CALCULATION
IS WRONG.

Hershman: I MEAN, SECONDS HERE,

TO TRY AND DECIDE WHAT
ARE WE GOING TO DO ON THIS.

I THINK WE WERE WITHIN A MINUTE
WHEN I TOLD THE COPILOT

THAT WE'RE GOING TO TRANSITION
TO A MANUAL DROP.

Narrator: IN MANUAL DROP,

THE PILOT HAS ONLY HIS SIGHT
TO GUIDE HIM,

NOT EASY WHEN HE'S EXECUTING
A TRICKY MANEUVER

OVER ENEMY TERRITORY
AT NIGHT.

Hershman: THE PILOT'S
GOT TO PAY ATTENTION

TO HOW THE FORMATION
WAS LOOKING,

LOOKING HOW
OUR ALIGNMENT LOOKED,

YOU KNOW,
MONITORING EVERYTHING,

PLUS THE POSSIBLE THREAT
AND EVERYTHING ELSE.

Narrator: HERSHMAN HAS JUST
MOMENTS TO RECALCULATE THE DROP

AND RELAY IT
TO THE OTHER 14 AIRCRAFT

OR ABORT THE MISSION.

Hershman: SO, YOU'RE IN THAT
DESCENT, NIGHT VISION GOGGLES,

TRYING TO ACQUIRE THE DROP ZONE,

AND CHECKING OUT
THE WHOLE FORMATION

AND MAKING SURE THAT WE COULD
START OUR SLOWDOWN FOR THE DROP.

Narrator: HERSHMAN TAKES
ONE LAST LOOK

THROUGH HIS NIGHT VISION GOGGLES
AND MAKES THE CALL.

Man on radio:
3, 2, 1, GREEN LIGHT.

Narrator: ONE BY ONE,
THE C-17s UNLOAD.

Hershman: YOU CAN ACTUALLY
HEAR THE JUMPERS

RUNNING DOWN THE FLOOR.

YOU CAN HEAR THAT NOISE
AS THEY'RE GOING OUT THE DOOR,

AND THEN IT'LL GET QUIET.

Narrator: MINUTES LATER, MORE
THAN THREE TONS OF EQUIPMENT

AND 1,000 AMERICAN TROOPS
ARE ON THE GROUND.

Hershman: IT WAS A BIG RELIEF.

YOU KNOW, IT WAS
THE NATIONAL INTERESTS

THAT WERE GOING TO BE DONE,

AND EVERYBODY
GOT IN AND OUT SAFE.

IT WAS REWARDING.

Narrator:
DURING THE NEXT 96 HOURS,

C-17s AIRLIFT MORE THAN
400 VEHICLES, 2,000 SOLDIERS,

AND 3,000 TONS OF EQUIPMENT.

Hershman: WE FLEW
47 MORE AIR-LAND MISSIONS

IN THE NEXT FOUR DAYS
TO SUPPLY THEM

WITH THE REST OF THE FORCE
THAT THEY NEED

SO THEY COULD CONTINUE
TO PUSH SOUTH INTO BAGHDAD.

Narrator: THE C-17's SUCCESS
IN IRAQI FREEDOM

IS A JUST ANOTHER NOTCH
IN ITS JUMBO-WIDE BELT.

Hershman: IT HAS PAID FOR ITSELF
OVER AND OVER AGAIN.

I MEAN, IT'S JUST AMAZING.
IT CAN DO ANYTHING.

Narrator: 2015,
LONG BEACH, CALIFORNIA.

BOEING PREPARES TO ASSEMBLE
THE 279th C-17.

AFTER 25 YEARS IN PRODUCTION,

THE BIG GRAY MOOSE HAS REACHED
THE END OF THE PRODUCTION LINE,

BUT IT'S STILL
WRITING ITS FUTURE.

Norton: THERE'S A LOT OF HISTORY
STILL AHEAD ON THE C-17.

THEY'VE SHOWN THAT THEY CAN MEET
ALL THE OPERATIONAL REQUIREMENTS

DEMANDED OF THEM
IN COMBAT ENVIRONMENTS,

AND WE MAY SEE IT
DOING EVEN MORE THINGS

THAN IT HAS BEEN IN THE PAST.

Narrator: THERE ARE 257 C-17s
IN SERVICE WORLDWIDE,

INCLUDING AUSTRALIA,
CANADA, INDIA, QATAR,

THE UNITED ARAB EMIRATES,
THE UNITED KINGDOM,

AND THE NATO's STRATEGIC
AIRLIFT CAPABILITY INITIATIVE.

Norton:
ONE OF THE OTHER LEGACIES

IS THAT WE'RE ALSO SELLING THIS
AIRPLANE TO FOREIGN NATIONS,

SO ABOUT 45 TO 49 OF THESE
AIRPLANES ARE IN SERVICE

WITH ABOUT SIX OTHER NATIONS.

WHAT THAT SAYS IS THAT
THEY HAVE HIGH CONFIDENCE

IN THE RELIABILITY
OF THE AIRPLANE

AND THE RELIABILITY
OF THE AMERICANS

TO UNDERGO OVERHAULS
AND THINGS LIKE THAT.

Narrator: IT TOOK MORE THAN
20 YEARS TO CONVINCE ITS CRITICS

THAT THE C-17 WAS FIT TO FLY,

BUT 30 YEARS LATER,
IT'S STILL GOING STRONG.

Norton: MOST OF US
INVOLVED IN THE DEVELOPMENT

HAD HIGH CONFIDENCE IN IT

AND UNDERSTOOD
IT WOULD TAKE TIME

FOR ALL THE KINKS TO BE WORKED
OUT AND FOR IT TO PROVE ITSELF,

AND ALL THAT'S HAPPENED,

JUST A MATTER OF PATIENCE
AND CONFIDENCE.

Narrator: THE C-17 HAS MORE
THAN 2.6 MILLION FLYING HOURS

TO ITS CREDIT.

Van Der Linden:
THE LIFE OF A MILITARY TRANSPORT

IS A VERY HARD ONE,
AND THEY'RE USED CONSTANTLY,

AND THEY'RE USED VERY HARD,
AND THEY ENDURE A LOT.

Hershman: THE C-17
HAS BEEN THE CENTER PART

OF AIR MOBILITY COMMAND
NOW SINCE 1993,

AND SO IT'S BEEN GOING,
AND NONSTOP.

Narrator: IT'S THE AIR FORCE'S
TRANSPORT OF CHOICE

IN ALMOST
EVERY WORLDWIDE OPERATION.

IN AFGHANISTAN,
THERE ARE NO RAIL NETWORKS.

CONVOYS CAN'T COME IN
FROM ADJOINING NATIONS.

THE U.S. MILITARY HAS NEVER BEEN
SO DEPENDENT ON AIR TRANSPORT.

IT'S LIKE SUSTAINING THE
BERLIN AIRLIFT YEAR AFTER YEAR.

Bufton:
IT'S PROBABLY THE BACKBONE

FOR A LOT OF THE OPERATIONS
THAT ARE GOING ON RIGHT NOW

AND WILL BE FOR A LONG TIME
INTO THE FUTURE.

Changose:
RELIABILITY IS FANTASTIC,

AND IT'S REALLY EASY TO FLY
AND FUN TO FLY.

IT'S THE GREATEST PLANE
I'VE EVER FLOWN.

Narrator: SPEED,

FLEXIBILITY,

RANGE,

RESPONSIVENESS,

PAYLOAD.

THE C-17 GLOBEMASTER CONTINUES
TO SHOW IT'S WORTH ITS WEIGHT.